Gas or vapor engine



(No Model.) 3 Sheets-Sheet 1.

G. W. LEWIS.

GAS 0R VAPOR ENGINE.

No. 451,620. Patented May 5,1891.

3 Sheets-Sheet 2.

G. W. LEWIS. GAS 0R VAPOR ENGINE.

Patented May 5, 1891.

(No Model.)

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(No Model.) 3 Sheets-Sheet 3.

G. W. LEWIS.

GAS OR VAPOR ENGINE.

No. 451,620. Patented May 5,1891.

UNITED STATES FFICE.

PATENT GEORGE IV. LEVIS, OF LA SALLE, ASSIGNOR OF ONE-HALF TO CHARLES BRUNNER, OF PERU, ILLINOIS.

GAS OR VAPOR ENGINE.

' srncrrron'rron forming part of Letters Patent No. 451,620, dated May 5, 1891.

Application filed March 4, 1890. Serial No. 842,582. (No model.)

To aZZ whom it may concern:

Be it known that I, GEORGE \V. LEWIS, of La Salle, in the county of La Salle and State of Illinois, have invented certain new and useful Improvements in Gas or Vapor Engines; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to the general class of machines known as gas-engines.

It has among its objects to provide a construction adapted both for use of ordinary illuminating or other similar gas and for the use of vapor of petroleum or other volatile and inflammable vapor.

It also has among its objects to provide certain improvements in engines adapted to use petroleum or other vapor in connection with air to form the explosive compound.

The nature of the invention will be more fully understood from the following description'of the accompanying drawings, which illustrate one form of its embodiment.

In said drawings, Figure 1 is atop or plan view of the engine, showing the fly-wheel in horizontal axial section. Fig. 2 is a rear end view of the machine. Fig. 3 is a central vertical section in the line 3 3 of Fig. 1, presenting the air-cylinder and the lever by which the pump and ignition-valve are operated in side elevation. Fig. 4 is a fragment of the air-cylinder and its attached chamber in central vertical section or in the line 4 4 of Fig. 2. Fig. 5 is a horizontal section of the powercylinder and its attachments in the line 5 5 of Fig. 2. Fig. (3 is a side elevation of the oil or gas pump shown in connection with the pump-lever seen partly in central vertical section. Fig. 7 is a central vertical section in the line 7 7 of Fig. 6, including a fragment of the air-cylinder to which the oil or gas-pump is shown attached. Fig. 8 is a central vertical section of the rear end of the power-cylinder and its attached ignition-chamber and induction-valve in the line 8 S of Fig. 2. Fig. 9 is a detail in section on the line 9 9 of Fig. Fig. 10 is an enlarged detail illustrating the sliding cam-sleeve on the main shaft in connection with the lever which is operated by the cam thereon and which operates the oil-pump and ignition-valve.

A represents a bed or frame, B an air-pump cylinder, and O a power-cylinder supported thereon parallel with each other.

D is a crank-shaft supported in pillowblocks (1 (Z and carrying a fly-wheel D. D is a crank on one end of said shaft, connected by the pitman c with the plunger 0, that works in the power-cylinder C, and D is a crank on the opposite end of the shaft D, connected by the pitman b with the plunger B, that works within the air-pump cylinder B, the crank-shaft D being set about thirty-six degrees in advance of the crank D The shaft D is provided with a belt-pulley D for the transmission of power and with an eccentric d Fig. 5, for operating the exhaust-valve of the power-cylinder through the connectingrods 0'. On the shaft D is also mounted a sliding sleeve D having a cam (i (seen in Figs. 1, 3, and 10,) which sleeve is splined or otherwise held from rotation on the shaft in a familiar manner, and is slid thereon by the bent levers d of the centrifugal ball-governor illustrated in Fig. 1.

E is a lever operated by the cam on the sliding sleeve D for the actuation of an oil or gas pump F and also for the reciprocation of the sliding valve G, through which the explosive compound is admitted to the ignitio nchamber H of the power-cylinder O.

I is an open-ended pipe for the admission of air to the air-cylinder B, and J a pipe by which the mingled air and gas or vapor is sent from the air-cylinder B to the ignitionchamber II of the power-cylinder. The pipe I is provided with a check-valve 1, closing outwardly from the chamber B and the pipe J is provided at its extremity, where it con-- nects with the power-cylinder, with a checkvalve J, opening toward said power-cylinder. This check-valve J is illustrated in detail in Fig. 8, wherein the valve proper J 2 is shown suspended by a light but sufficient spring j from a pin j, extending across the upper end of the nipple, which forms the'shell J of the F is a pipe leading from the pump F to the air-induction pipe I, and F is a pipe by which the gas or the oil to be vaporized is delivered to the pump F from any suitable source of supply. The pipe F is provided with a cheek-valve F opening outwardly.

B is a chamber applied to the rear end of the air-pump cylinder B and comn'lunicating with the interior of the latter through the perforated plate I). The pipes I and J severally communicate with the chamber 13 and both said pipes I and J, as well as the chamber B are packed or filled with small wires, as illustrated in Figs. l, 8, and 9, with a view to the thorough subdivision and vaporization of the oil and the thorough commingling of the gas or vapor with the air on their passage to the ignition-chamber II of the power-cylinder.

The oil-pump F is illustrated in the details of its construction in Figs. 6 and 7. It 0011- sists of a shell F which, as illustrated in the drawings, is provided with a laterally-projecting screw-threaded stud f entering a boss 12*, which projects from the side of the air-cylinder B near its rear or receiving end. The shell F is vertical, and has in its lower portion a longitudinal cylindric space f, forming a valve-ch amber, into which leads the pipe F From the valve-chamber f leads the smaller longitudinal passage f which continues upwardly through the top of the shell, and from the sides of the shell opposite the lower portion of the passage f projects a nipple f. This nipple is chambered to receive the valve F seated at the inner end of the chamber, as shown in Fig. 7, by a spring f, and, when seated, closing the small outletorifice j, which leads from the passage f To the nipple f is attached the pipe F, which leads to the air-induction pipe I. \Vithin the chamber f of the valve-shell F is fitted a valve F constructed to afford passage of liquid from below to above it by marginal notches, as shown in Fig. 7, or otherwise in any suitable manner. Beneath this valve F is placed an expanding spring f, which nor mally forces the valve F upward and against its seat at the upper end of the valve-chamberf', cutting otf its communication with the passage f The valve is provided with an upwardly-extended stem f which occupies the passage f and protrudes through a stuffing-boxy at the top of the shell, passing through a slot or opening 6 in the lever E. Said stem is reduced in its lower portion above its head, forming the valve F, as indicated in Fig. 7, so that when the valve and its stem are depressed the valve-chamber f communicates with the orifice The lever E is provided with a tappet E,

projecting over the upper end of the valvestem f so that when the lever E is vibrated by the cam on the sleeve D and its end adjacent to the pump F is depressed said tappet will strike the upper end of the valvestem f and force the valve and its stem downwardly in its chamber f. In this operation the oil occupying said chamber beneath the valve F passes the valve F and is forced by displacement through the orifice f Then the lever E is lifted, the spring f raises the valve F against its seat and prevents the passage of more oil or gas through the pump before the next downstroke of the lever E.

The tappet E is made adjustable for the purpose of permitting a variation of the stroke of the valve F and a corresponding variation of the quantity of oil forced thereby into the air-induction pipe in connection with a uniform movement of the lever E. As a desirable construction by which adjustment of the tappet E may be made, said tappet is illustrated in Fig. 6 as consisting of a bent plate, one arm-to wit, that which strikes the valve-stem f being substantially parallel with the lever E and its other arm 6' bent at right angles with such parallel portion and passing through an opening 6 in the lever E, or otherwise engaged with said lever to prevent its turning. Through the parallel portion of the tappet passes a stud e, which is affixed to the lever E, and is provided above the tappet with a thumb-screw E Eetween. the tappet and the lever and surrounding this stud is inserted an expanding coiled spring 6'', operating to hold the tappet firmly against the under surface of the thumb-screw in any adjustment of the latter. By means of the thumb-screw and spring the tappet- E may manifestly be raised or lowered to any extent desired, so as to give a corresponding extent of downthrow to the valve F in its chamber f.

The means shown for igniting the mingled gas or vapor and air in the ignition-chambcr II is the generally familiar one of a tube K, closed at its outer end, but having communication through a valved passage h with the interior of the ignition-chamber and subjected to the heating action of a flame applied to its external portion.

K is a chimney or lateral inclosurc embracing a portion of the tube K and open at its top and bottom to confine the heat of a gas or lamp flame arranged to heat the tube K within such inclosure to a sufficiently high degree to ignite the explosive compound ontering the same from the ignition-chamber.

The valve G, by which communication is opened and closed between the interiorof the tube K and the ignition-chamber If, is a flat plate embraced within a frame g, having a rectangular opening g of suitable size to confine the valveGat its upper and lower edges, butto allow of suitable horizontal movement of said valve to permit the latter to cover and uncover the inner and open end of the tube K. This frame 9 is embraced between the outer plane surface of the head it of the chamber H and an external plate 7L2, into which the tube K is screwed at its inner and open end. Against the inner face of the valve G bears a thin plate 9 of the full size of the valve-chamber g, having an opening which registers with the passage 72 Back of this plate g is a recess in the head 72., containing an expanding spring h, tending to keep the plate g in constant bearing against the valve G. Through the outer head It isapassage h, communicating with the outer air, and the outer surface of the valve G, is provided with a longitudinal groove 9 which registers with the opening 77, and with the opening of the tube K, so that after the valve has closed the tube K from communication with the ignition-chamber said tube is opened to the outer air through said groove 9 and the passage 7t. For the operation of the valve G the head k is provided with a horizontal slot hf, through which projects a pin or stud 9 having a head at its outer end. .With the pin g connects the pitman or rod L, to the side of which, as best seen in Fig. 1, is fastened the end of a spring Z, the free end of which embraces the pin g beneath its head, with a tendency to draw the valve G into close contact with the plate 77.

By the construction above described the valve G, notwithstanding it is subject to wide changes of temperature, is always free to act, while it is also always tight or close without the aid of objectionable packing. By means of the groove 9 of said valve and the passage h, leading from the valvechamber to the outer air, the pressure is taken off the tube K at each throw of the valve, with the advantages of enabling a shorter tube to be usedthan would otherwise be necessary, of securing freer and more uniform action of the valve, and of permitting more ready admission of fresh explosive compound to the tube preparatory to ignition.

The ignition-valve G is operated by the same lever E which operates the pump F. To this end the rod L, which is connected with the valve G, is at its opposite end connected with an arm L on a rock-shaft L (Shown more plainly in Fig. 2.) Said shaft opposite the end of the lever E is provided with a second and horizontal arm L to the end of Which is pivoted a rod Z,which extends upward into flexible connection with the lever E, as illustrated in Fig. 6, or otherwise in any suitable manner. The vibration of the lever E therefore operates both the ignition-valve G and the pump F, while the adjustable tappet E permits the stroke of the pump to be varied without varying the motion of the valve G.

The exhaust-port c of the power-cylinder C is located at the side ofthe cylinder, as shown in Fig. 5, and communicates with a valvechamber 0 similar to the valve-chamber g, containing the valve G, and through it with the exhaust-pipe M. In said pipe M is connected a chamber or box M, which, with the portion m of the exhaust-pipe M beyond the box, is filled with wire or other loose packing. The effect of the chamber M and such packing is to prevent objectionable noise from the exhaust while allowing free escape of the partially-expanded gas into the open air. The sliding exhaust-valve M is provided with a stud m, which projects through aslot m in the cap-plate of the valve-chest, and to this stud is pivoted the extremity of the eccentric-rod 0.

Next describing the manner in which the lever E is controlled by the action of the cam d on the sliding cam-sleeve D, I first point 75 out that said sleeve is provided with a flange (i having an annular groove, as illustrated in Figs. 1 and 10, for the engagement therewith of the arms (1 of the centrifugal governor. The cam d (seen in outline in Fig. 3) extends from the flange (1 only part way to the extremity of the sleeve, as illustrated in- Fig. 10. The lever E projects over the sleeve D and is extended beyond the sleeve and downwardly and backwardly beneath it, as illustrated in Fig. 3,the backwardly-bent end being marked a. At a point directly above the cam-sleeve the lever E is provided with a friction-roller c intended to strike and ride the cam d when the sleeve is in proper position for that purpose. The backwardly-bent end 6 of the lever is out of line with the rollerv 6 as shown in Fig. 10, so that,while the sleeve may be moved so as to carry the cam out of engagement with the roller, said backwardlyturned extremity e of the lever is always in position to be engaged by said cam.

In the construction described, when the speed of the engine is such as to require the admission and expansion of the explosive to and within the power-cylinder, both the roller (2 and the end a of the lever E will be alternately engaged by the cam 61 the latter acting when it strikes the roller to depress the remote end of the lever E and to force downward the valve F of the oil-pump valve and to also throw open theignition-valve G. Upon the further revolution of the cam 61 the latter strikes the end a of the lever E and raises the remote end thereof, allowing the valve F to rise under the impulse of the spring f and acting through the rock-shaft L and its connections to close the valve G. Vhen, however, the speed of the engine is increased to its predetermined maximum velocity, the governor through its arms (1 draws the sleeve D inward toward the hub of the fly-wheel D,

and in doing this moves the cam (1 out of the path of the roller 6 while it is still in position to engage the extension a of said lever. The action of the cam d in this position of the sliding sleeve is to keep the remote end of the lever E raised and to hold the ignition-valve G closed, while also preventing operation of the oil-pump F. As in other engines of this class, this suspension of supply to the power-cylinder continues until the speed of the engine is so far reduced as to carry the sleeve D outward far enough for its cam (Z to again engage the friction-roller [30 e on the lever E, whereupon said lever is again vibrated and the oil-pump and ignition-valve are both again put in operation.

As a desirable construction, the pipe F delivers into the air-induction pipcI through a nozzle f", extending to the middle of the pipe I, and provided with a reduced orifice for discharge of the oil, as illustrated in Fig. 9.

lhe oil-pump described is equally adapted for use with gas or oil, and when it is desired to use ordinary gas instead of vapor to supply the air with the inflammable or explosive quality necessary to the operation of the engine the pipe F will be attached to a source of gas-supply and the pump F will be operated precisely as though oil-vapor were employed. W

The advantage of the pump in the use of gas is that it definitely controls the valve Ff" when elevated against its seat, eiieetivcly closing off the admission of gas or oil and limiting the amount available for the explosive action to that already admitted to the ignition-chamber through the connections I .I.

I claim as my invention- 1. I11 an engine of the general character described, the combination, with the air-pump, of an oil-pump F, having the passages f and 2 5 f, of unequal diameters, and the passage f,

leading frcm the smaller passage f, a valve F constructed to seat at the upper end of the larger passage f and provided with a stem f protruding through the shell, a spring applied to press the valve F against its seat, a spring-valve F, applied to the orifice f and means for intermittently forcing the valve F from its seat subject to control according to the speed of the engine, substantially as described.

2. In an engine of the general character described, the'combination, with a pump for oil or gas, of a pivoted lever E, a sliding sleeve D on the engine-shaft, subject as to its position to the action of the engine-governor, the lever E, extending both above and below the cam-sleeve and having the parts on opposite sides of said sleevein differentplanes, whereby when the sleeve is so far retracted as to bring its cam out of engagement with the lever for the operation of the pump it will be held by the cam from operating the pump, substantially as described.

In an engine of the general character described, the combination, with the power-cylinder and the air-pump cylinder, of an ignition-valve connected with the power-cylinder and an oil or gas pump connected with the air-pump cylinder, a sliding cam-sleeve on the engine-shaft controlled by the en gine-governor, and a lever adapted to engage with the cam of said sleeve and having operative connection with both the oil-pump and the ignition-valve, substantially as described.

it. In an engine of the general character described, the combination, with an air-pump, a powereylinder, and their connecting-passages, of a pump for gas or oil, a valve for admitting the explosive compound to the power-cylinder, and a single lever for operatin g the oilor gas pump and the ignition-valve, which lever is provided with means for imparting a variable throw to the oil-pump wh i lc giving a uniform throw to the valve.

5. In an engine of the general character described, the combination, with the ignitionvalve and with an oil or gas pump, of a vibrating lever actuated from the main shaft and having operative connection with said ignition-valve and with said oil orgas pump, the connection with said oil or gas pump be ing adjustable, whereby the movement of the movable parts of the pump may be varied while the movement of the ignition-valve remains uniform, substantially as described.

6. In an engine of the general character dcscribed, the combination, with an oil or gas pump, as F, in which the piston is thrown in one direction by a spring, of a vibrating lever E for operating the oil-pump, a cam upon the main shaft actuating the lever, and an adjustable tappet, as E, on the lever for engagement with the moving parts of said oilpump, substantially as described.

In testimony that I claim the foregoing as my invention I affix my signature in presence of two witnesses.

GEORGE W. LEWIS.

\\'itnesses:

II. W. UNDERHILL, F. E. IIoBEno. 

